Bumper post



S. W. HAYES BUMPER POST 5 Sheets-Sheet 1 Filed Dec. 20, 1932 Dec. 3, 1935. s w H YE YQ-BUMPER POST Filed Dec. 20, 1932 5 Sheets-Sheet 2 INVENTOR.

% 7 ATTORN es. 3, 1935. s w A E 2,022,767

BUMPER POST Filed Dec. 20, 1932 5 Sheets-Sheet 5 2a INVENTOR.

A TTORN YS.

Patented Dec. 3, 1935 UNITED STATES PATENT OFFICE BUMPER P ST" Application December 20, 1932, Serial No. 648,068

24 Claims.

The invention relates to bumper posts of the type in which the bumper head is supported above and between the rails by means transmitting stress of impact to the road bed, by which is meant the ballast, ties, rails or one or more of them, partly as compression and partly as tension, and while it is in some respects an improvement on the bumper post of the co-pending application of this applicant, Serial No. 558,283, filed August 20, 1931, and has various features applicable to the post of that application, and to posts of other types, it is primarily and distinctively a one-piece post constructed as a merchandisable structural unit designed for shipment and installation in track as such. It has, furthermore, in its preferred embodiments, the form of a tetrahedron, the simplest of solids bounded by planes. The lines of transmission of stress both by compression and by tension follow the edges of the tetrahedron and the means of transmitting and dispersing shock of impact are aptly co-ordinated, all the parts being held permanently in the positions ascertained in advance to have been correct. Although the post thus acts as a unit, its

connection to the road bed is such that desirable resilience is not lacking.

Referring to the drawings, Fig. 1 is a plan of the preferred form of the bumper post installed in track to which is applied an intermediate track-stiffening rail.

Fig. 2 is a side elevation corresponding to Fig. 1, part of the left hand rail being broken away for clearness.

Fig. 3 is a sectional front elevation corresponding to Fig.1.

Fig. 4 is a perspective of the structural unit constituted by the bumper post of the earlier figures.

Fig. 5 is a detail plan on a larger scale of the bumper head.

Fig. 6 is a side elevation, partly in section, of

the bumper head and related structure.

Fig. 7 is a transverse section on the line VII-VII Fig. 6.

Fig. 8 is a detail perspective showing the lower end of the compression member with the rail head-receiving and embracing base member integral therewith.

Fig. 9 is a front elevation of the rail headreceiving portion of the base member showing two of the different and usual rail head sections of different weight, thickness and width, to which it is applicable.

Fig. 10 is a rear sectional elevation of the right hand tension base connections on the line X-X of Fig. 1.

Fig. 11 is a vertical transverse section through the left hand tension connections on the line XIXI Fig. 1.

Fig. 12 is a detail perspective of the tension track fixture plate shown for purposes of illus- 5 tration as a separate member.

Fig. 13 is a front elevation of a modified form of the bumper post installed in track.

Fig. 14 is a longitudinal sectional elevation from the left or near side of Fig. 13, the left rail being 10 removed and parts of the left tension structure being broken away for clearness.

Fig. 15 is a rear elevation corresponding to- Fig.

13 but on a smaller scale.

Fig. 16 is a plan corresponding to Fig. 13, part 15 of the rail head being broken away to show the details of the right hand tension'connection.

Fig. 17 is a detail perspective of the compression base plate showing the mode of connection thereto of the rear ends of the diagonal con 20 nector bars, the compression H beam being shown phantom.

Fig. 18 is a transverse section through one of the rails showing the rail hold-down in elevation, and 25 Fig. 19 is a detail perspective of the base or anchor plate of one of the rail hold-downs the bolt parts being phantomed.

Referring to Figs. 1 to 12 which illustrate the best embodiment of my invention yet developed, l 30 indicates a track-stiffening intermediate rail constituting part of the road bed spiked or otherwise secured to a multiplicity of ties on which it seats, and serving both to overcome the tendency of. the track to rise at the tension joints and to dis- 35 tribute, and so disperse to the road bed generally, the compression stress delivered to said rail by the bumper post. This track-stifiening-andstress-distributing rail extends from a point well in advance of the location of the post being pref- 40 erably fourteen feet or more in length which is so far in excess of the short overall length in track of the bumper post (roughly 6' in some of the actual posts) as to insure a rail extension of at least the length of the bumper post in advance thereof. This stiffening member I has been illustrated and described as a rail and a beam of that section is preferred as most convenient and suitable, but beams of other sections may be employed. The effect of the member I is much as 50 if it were a beam having its front end built into a wall or other permanent structure, and it is therefore aptly designated as a cantilever beam or member.

Though this stiffening rail cooperates efiective- 55 1y with the post proper and although its combination therewith is preferred, it may be omitted as will be evident from the remaining figures (Figs. 13-19) wherein there is no intermediate rail.

While it will be apparent that, apart from its character as an integral unitary structure, and even if in whole or in part separable, the post is in many respects novel and advantageous, this characteristic integrality or structural unity which is common to both embodiments illustrated in the drawings is of great utility and practical importance not only as imposing permanency on the relation between the several parts of the post determined by calculation and experiment to be the best, and as increasing strength and reducing weight, but also as promoting convenience in shipment and ease of installation in track. The best and preferred but not the only possible mode of producing integrality'of the post as herein contemplated is by welding together plate pieces, beams and bars, as above described. The integral structural unit shown in Fig. 4, and which is designed for shipment and installation in track as such, has preferably the form of a tetrahedron as there shown, as has also the post of Fig. 13, etc. likewise an integral structural unit. In both these posts the bumper plate 2 is supported from the base structure shortly to be described by strut 3 abutting on and welded to the rear face thereof and extending downward and rearward from the bumper plate and by tension bars 4 welded to the bumper head structure and extending downward and forward therefrom to the base structure. The angular relation and location of the bumper plate and associated parts should be such that a horizontal plane through the transverse axis of the bumper plate will pass through the intersection of the longitudinal axial planes of the compression strut and the tension bars, or at least approximate that position. The head structure may vary, but that illustrated in the drawings, and particularly in Figs. 4 to 8, is novel and effective. On reference to Fig. 6, it will be seen that the bumper plate is shown as tipped forward slightly on its lower edge, allowance being thus made for the effect of impact on the compression connections and road bed which ultimately locates the plate in a vertical plane. In the illustrated bumper posts, the compression member or strut 3 is an H beam, that being a cross-section of much greater stiifness than others and insuring therefore an effective compression column. The bumper plate 2 is connected and braced to the H beam or strut 3 by angular plate pieces 5 which fit in angles between the edges of the flanges of the beam and the bumper plate and are welded to both in such relation as to extend the respective flanges. In the head structure illustrated, the strut has a web side up and the flanges are in vertical planes. The plate is further supported and the head structure strengthened by other angular brace plates 6 which fit in angles between the face of the respective flanges and the back of the bumper plate and are welded to both, being in the instant structure symmetrically located transverse braces. Other angular brace members i also extending transversely occupy the angles between the face of the respective flanges as extended by the plate pieces 5 and the back of the bumper plate and are welded to both. A cover plate is. preferably provided for the head, a single piece 8 being sufficient. This plate corners on and is welded to the back of the bumper plate and is welded also to the top edges of the flanges of the strut 3 and to the tension cross piece or yoke member 9 which seats in a recess ill in the strut flanges and is welded therein. The upper ends of the tension bars 4 pass through holes near the ends of the said crosspiece, which holes are 5 preferably coaxial with the bars, being elliptical and enough larger to provide sufficient welding space all the way round so as to insure an effective weld, continuous and complete, and the production of the integral lateral extension of 10 the bars inward. The head structure is further strengthened by the angular brace plates ll (Figs. 6 and '7 located in the common axial plane of the tension bars 4 and fitting and welded in the space defined by the face of the adjacent flange, the back of the bumper plate and the adjacent element of the tension bar in that plane. They may be of other shape, as triangular, and may be located in a plane parallel with the said common axial plane of the tension: bars and tangent to said bars at the rear element of each and welded into the structure, the right-angular part of the brace plate occupying the angle between the back of the bumper plate and the face of the adjacent flange as in the arrangement shown. With this modification good welds are more readily made. The strut 3, in the post of Figs. 1 to 4, 8 and 9, extends downward and rearward from the bumper plate in a plane at right angles thereto, seats on the rail I and has a free railembracing hold-down connection therewith. As will be best understood from Fig. 8, the strut has its end cut off. at a suitable angle to enable it to seat upon and be welded to leg l2 of the angle base plate whose other and upright leg 13 extends downward and is provided with a rail-head-receiving T recess M opening at the lower edge of the leg l3 and, as will appear particularly from Fig. 9, preferably of such proportions as to be adapted to receive any one of a number 01' rails of different and usual cross-section and weight, the range conveniently covering a variation in rail height from 5 to 5%". There is no rigid connection between the strut or the leg l3 and the rail. It will be seen that the bumper plate is located substantially at the upper apex of the tetrahedron and the angular brace plate at a lower apex. The other two apexes are constituted by tension base members l5 which are here shown as track fixtures integral with and constituting side extensions of the lower ends of tension members 4, which are inclined to said base plates and extend through holes therein, said track fixtures being integral with the respective space blocks It being welded thereto as well as to the tension bars, and the blocks l 6 being welded to the top of the transverse tension beam I? and spacing the track fixture plates vertically therefrom to provide a rail-flange-receiidng recess. This beam is preferably an I beam as illustrated, and is designed to seat under both the rails, with inside flanges of the latter in the said respective recesses, and to hold the tension base members permanently correctly spaced for attachment to the webs of the respective rails where, as in the illustrated bump-er post, that mode of connection is contemplated. These tension base plates, or track fixtures, are similar to the tension track fixtures illustrated in my co-pending application above referred to and like them are provided with upstanding rail attachment flanges 28 provided with pads is adjacent bolt holes and, designed for cooperation with bolts 20, which pass through the rail webs and the clamp bars 2 I, and are provided with nuts 22. On reference to Fig. 12 it will be seen that the hole in the tension base plate l5 for the bar 4 may have its edges beveled and be of sufficient size to provide room all around the bar for welding it. The tetrahedron is completed by diagonal tie bars 23 having their front ends located in recesses 24, each open at its rear end and extending inward and rearward .to the rear edge of the tension track plate or base, and their rear ends welded in corresponding aligned recesses 25in the front edge of the leg I2 of the compression brace plate and which diverge outward and forward to said edge.

The compactness and strength of the unitary integral structure thus described will be apparent and the ease with which a plurality of said posts may be nested is a further advantage for shipment and storage. This holds also as to the modified post illustrated in Figs. 13 to 19 inclusive and to which, as will be evident, most of the foregoing description applies, excepting that dealing with the stiffening rail and the angular base plate member. The same reference numerals so far as applicable have been used to designate the corresponding parts of both posts.

The omission of the stiffening rail and the provision of rail hold down means distinguish this post from the other. As will be seen from the figures just referred to, the rear strut 3 of this post has welded thereto a base plate l2 which seats on the road bed, preferably on a pair of closely spaced ties 26, to which it is spiked or otherwise secured and with which are associated rail hold down means. These are provided in order to prevent the rails from springing away from the ties, at points opposite the place of delivery of the thrust, on the post being subjected to car impact. They are preferably of the general character of those illustrated which are simple, effective and sightly. Each hold down consists of a base or anchor plate 21' seating against the underside of both ties 26 and spanning the space between them. This base member may be made of an upright plate 28 welded to the horizontal plate or base proper 27, this structure being furnished with a Y bolt connection located in the space or crevice between the ties and formed preferably by a pair of angle bolts 29 whose straight lower ends are held in traverse alignment in semi-circular recesses in the opposite edges of the plate 21 and are welded to the parts 28 and 21 of the base member in the transverse medial plane thereof and diverge upward and outward from the base to points above the top of the ties 26 adjacent opposite sides of the rail flange, where they pass at substantially right angles through rail hold-down clips 38 having beveled tie seats 3| and rail flange pads 32 adapted to seat on the top of the respective flanges. For wide rail bases the arms of the Y may, if necessary, be bent outward somewhat to span the base. Nuts 33 bear on the tops of the hold-down clips and serve to clamp the rails firmly to the ties 26. The hold-downs cooperate vvith the post proper and promote its effective and continued operation without re-setting or re-aligning of parts after usual car impact. It will be understood that while the holddown means described is effective and believed to be novel other means for accomplishing the same purpose may be used.

Both posts illustrated may be readily installed in track by moving out a track rail, setting the post in place against the other track rail, and replacing the rail so that the flanges of both track rails seat in the respective recesses provided for them, locating and drilling the two bolt holes in each track rail web, shoving the stiffening rail through the base recess and spiking it to the ties, or spiking down the base plate, as the case may be, and bolting the track fixtures to the adjacent rail webs.

What is claimed is,

1. A bumper post constructed as an integral merchandisable unit designed for shipment and installation in track as such, comprising a tetrahedral truss having a base, a bumper head at or adjacent an apex of the truss, and truss means diverging from said bumper head to separated points on said base and secured thereto for supporting said bumper head and for transmitting stresses of impact thereagainst to said base.

2. A bumper post constructed in advance of installation as a m-erchandisable structural unit ready to be put in track as such, comprising a tetrahedral truss having a base provided with an open side, a bumper head at or adjacent one apex and having bumper head supporting means diverging from said bumper head to separated points on said base and secured thereto, said bumper head supporting means providing an open side into which another such unit may project and capable of nesting with other such units for shipment.

8. A bumper post constructed as an integral merchandisable structural unit for installation in track as such and comprising a triangular base, a bumper head supported from the base, compression transmitting means and tension transmitting means diverging therefrom and extending to the triangular base and secured thereto at its corners.

4. A tetrahedral bumper post having its parts welded into an integral merchandisable structure for shipment and installation in track as such and comprising a bumper head, a compression member and tension members extending down ward from the bumper head to separated points, and means tying together the lower ends of the compression and tension members in an open triangle, whereby toprovide an open side in said tetrahedral bumper post into which another such post may be nested for shipment.

5. A bumper post constituting an integral merchandisable unit whose parts are welded together in correct relative position, comprising a tetrahedral truss having a bumper head, and having a triangular base adapted for location in substantially the plane of the track, pointing rearward and provided at its rear corner with a base plate adapted to be secured to the road bed between the rails and provided at its opposite front corners with tension track fixtures held spaced apart the distance between the rail webs and adapted to be secured thereto at the inside thereof, and stress transmitting means connecting the bumper head and the vertices of said triangular base.

6. A bumper post comprising a tetrahedral truss having a bumper head at one apex, a compression seat at another, tension plates at the other two, a strut connecting the bumper head and the compression seat, a metal cross beam spacing the tension plates, tension bars respectively connecting the bumper head and the respective tension plates, and bars connecting the compression seat and said tension plates.

7. A bumper post comprising a bumper head above and between the rails, a rear strut having the bumper head at its upper end and extending downward and rearward therefrom lengthwise of the track to the road bed and seating thereon 70 on and embracing the head of the stiffening rail,

4 between the rails, tension bars secured to the bumper head and to the rails at points opposite each other in the track, anddiagonal tie bars connecting the lower end of the strut with the respective rails at said opposite points.

8. A bumper post comprising a bumper head above and between the rails, a rear strut extending from the bumper head to the track for delivering thrust of impact thereto between the rails, tension track fixtures, a metal cross beam in the plane of the ties rigidly connecting and spacing the tension track fixtures and seating under the rails, tension members secured to the bumper head and to the respective tension track fixtures, and bars located over the ties in substantially the plane of the rails and connecting said tension track fixtures and the lower end of said strut and forming with said cross beam a substantially triangular base structure for the bumper post.

9. A bumper post comprising a bumper head having a bumper plate, a single strut located in a plane longitudinal to the track abutting on and welded to the rear face of said plate, vertical and lateral brace members welded to the upper end of said strut and the'rear or" said plate, and additional cover plate structure welded to the upper side of the strut adjacent the bumper plate, and tension members welded to the head thus formed and extending downward, outward and forward therefrom and provided with means of connection to respective track rails at points opposite each other in the track.

10. In bumper post structure, a track stiffening rail extending lengthwise of the track between the rails and secured to the ties, a bumper post located well in the rear of the front end of the stiffening rail and having a bumperhead supported above the track between the rails, a compression strut having the bumper head at its upper end and extending downward and rearward therefrom in the plane of the stiffening rail and seating thereon, and tension members respectively connecting both the bumper head end and the seat endof the compression strut to the respective rails at points opposite each other in the track. a

11. In bumper post structure, a track stiffening rail extending lengthwise of the track between the rails and secured to the ties, a bumper post having a bumper head, a compression strut extending downward and rearward therefrom lengthwise of the track to the said stiffening rail and there provided with means for seating on and embracing the head of said track stiffening rail, and tension. means extending downward and forward from the bumper head to the rails and secured thereto for delivering stress of impact to the road bed. a

12. In bumper post structure, a tetrahedral umper post constructed as an integral unit designed for installation as such in a track provided with a stifiening rail between the track rails ex-' tending lengthwise of the track substantially twice the length in track of the bumper post, said bumper post comprising a bumper head at the upper apex of the tetrahedron, a strut extending downward and rearward therefrom in the plane olf the stiffening rail and at its lower end seating a cross-beam located in the plane of the ties well in the rear of the'front end of the stiffening rail and seating under both rails, tension members connecting the bumper head with the said beam at points adjacent the rails, and bars connecting the lower end of the said strut and said beam.

13. A bumper post having a bumper head supported above and between the rails, a strut extending downward and rearward therefrom lengthwise of the track and provided at its lower end with a seat for co-actionwith a stiffening beam constituting part of the track structure and extending lengthwise thereof between the rails, said seat having a forwardly directed portion having a pair of divergent slots extending to the front edge of said portion, a tension cross-beam located in the plane of the ties seating under the respective rail bases, a pair of tension track fixture plates held by said cross-beam in alignment crosswise of the track and correctly spaced, each said track plate having in its rear edge a slot aligned with one of the slots in the lower end of the strut, tension bars having their respective ends welded in the respective pairs of aligned slots, tension members welded to the bumper head and to the respective tension track fixture plates, and means for securing said plates to the respective rails at points opposite each other in the track.

14. In a bumper post, a compression base plate of bracket form having in one leg slots diverging outward and extending to its front edge and having in said other leg a rail head receiving recess.

15. A bumper post, comprising a triangular skeleton base structure comprising at its rear corner a compression base plate and at the front corners tension track fixture plates having a common axis normal to that of the base plate, said base plate edge having adjacent forwardly and outwardly diverging slots, each of said last named plates having a slot inclined to its axis open at its rear end and aligned with one of said base plate slots, and connector bars'respectivelycon nectingthe base plate to said respective tension track fixture plates and having their ends located in said aligned slots and welded therein, a bumper head supported from said base structure, and compression and tension means connecting it thereto.

16. A bumper post comprising a bumper head above and between the rails, a rear strut having the bumper head at its upper end and extending downward and rearward therefrom lengthwise of the track to the road bed and seating thereon between the rails, tension members extending downward, outward and forward from the bumper head to the rails and secured thereto at points opposite each other in the track, diagonal tension tie bars connecting the lower end of the strut with the respective rails at said opposed points, and supplemental rail hold-down means located in the track opposite the seat of the rear strut on the tie structure.

17. A bumper post comprising a bumper head supported aboveand between the rails, compression means for delivering thrust of impact therefrom to tie structure between the rails, tension members secured to the head and to the respective rails at points opposite each other in the track, a crossbeam in the plane of the ties underlying both rails and ccnnectedto the respective tension members, anddiagenal tension bars 10- cated in substantially the 'planeof the track con- 18. A bumper post comprising a bumper head supported above and between the rails, a rear strut having the bumper head at its upper end and extending downward and rearward therefrom lengthwise of the track to the road bed and seating on narrowly spaced ties at a point between the rails, tension members extending downward, outward and forward from the bumper head and secured to the rails at points opposite each other in the track, diagonal tension tie bars connecting the lower end of the strut with the respective rails at said opposite points, and a supplemental hold-down for each rail located in and adjacent the space between the narrowly separated ties and opposite the lower end of the strut.

19. A bumper post having the form of a tetrahedron and comprising a bumper head fabricated of parts welded together, a compression member extending rearward and downward therefrom to the plane of the track and to which parts of the head are secured by Welding, a compression base plate seating on and secured to tie structure and to which the lower end of the compression member is welded, tension track fixtures located opposite each other in the track in advance of the bumper head, a tension cross-beam seating under the rails connecting said tension track fixtures in a welded structure and located substantially in the plane of the track, tension members connecting said head with said respective tension track fixtures and welded to both, tie bars extending inward and rearward from the respective tension track fixtures to the compression base plate and welded to both, and rail hold downs located opposite each other in the track and pposite the said base plate and having parts seating under the tie structure and parts seating over the respective rail flanges.

20. A bumper post having the form of a tetrahedron and comprising a bumper head, a compression member extending rearward and downward therefrom to the plane of the track, a pair of spaced ties, a compression base plate seating thereon and secured thereto and to which the lower end of the compression member is secured, tension track fixtures located opposite each other in the track in advance of the bumper head, a cross-beam connecting said tension track fixtures seating under both rails and located substantially in the plane of the track, tension members connecting said head with said respective tension track fixtures, tie bars extending inward and rearward from the respective tension track fixtures to the compression base plate and secured to both, and rail hold downs located opposite each separated ties and other in the track and opposite the said base plate and having parts located in the space between the ties, parts seating under said ties and parts seating on the ties and on the respective rail flanges.

21. In a bumper post, a rail hold down having abase member seating under tie surface in the longitudinal plane of the rail, a pair of tie clips in a plane transverse to the rail seating at opposite sides of the rail on top of tie surface and on the upper side of the rail flanges and a pair of angular bolts passing through each of said tie clips and having their lower ends welded to opposite sides of said base member and provided above the tie clips with nuts.

22. In a bumper post, a rail hold down having a base member in the longitudinal plane of the rail seating under narrowly spaced adjacent ties and having between its ends a pair of opposed bolts having vertical portions welded thereto and angular portions located in the space between the diverging upward and away from the plane of the base member, a pair of inclined tie clips arranged transversely of the rail at each side of the rail, spanning the tie space, seating on and secured to the ties, seating on the opposite rail flanges and clamped in place by said bolts which pass through holes in the clips.

23. In a bumper post, a rail hold-down having 'a base member provided with an elongated seat, a Y-bolt structure with a spread sufficient to receive a rail base secured to the base member in an intermediate plane transverse thereof, a pair of tie clips through each of which one of the Y-arms of the bolt passes substantially at right angles, and means to force the tie clips toward the base member.

24. A bumper post comprising a bumper head, oppositely located tension base structures in advance of said head, a cross-beam in the plane of the ties connecting said structures, tension bars connecting the bumper head to the respective tension base structures, a compression member extending downward and rearward lengthwise of the track, from the bumper head to the road bed,

an anchored track stifiening beam substantially twice the length in track of the post and extending lengthwise of the track from a point well in advance of the post to its rear end, said compression member seating on said beam and having a free beam-embracing hold-down connection with said beam, and diagonal bars connecting the seat end of the compression member with the respective base structures.

STANLEY W. HAYES. 

